I am having a small batch of these gears made now to suit the casings I make.
They are awkward gears to make as the one driven by the camshaft ,6 tooth is cut at a steep angle and needs a particular machine to be able to cut it.There is turning,milling,gear cutting,spark erosion,heat treatment, and grinding involved and the cost would be around £145 -150 a pair.
Is there anyone who would like any extra gears for their cars while I am getting them done.I would need to know quickly as they are now in process.
Please PM me if you need some.
I've got a very stiff fuel tap so I ordered another from one of the usual suppliers, thinking(stupidly) that they must be all the same. What I was sent was 3/8" in and 1/2" out. Does anyone have a source of 1/2 inch in and 1/2 inch out?
I don't want to add an adapter for more opportunities to leak, or somehow patch the tank to a smaller size.
I have to record thanks to our gallant web administrators who can be so parient and helpful with those of us old chaps who are not desparately good with computers, thanks so much!
And thanks are also due to whoever is putting time and effort into making the images on the previous site accesible again. Doing a little searching for info about that herioc pair, Goodacre and Trevisan in thier Ulster in the 1931 Mille Miglia I discovered that illustrations have returned. This really is very helpful and greatly appreciated.
I already build cars and I have a 900ft2 workshop on a farm in Ditchling East Sussex.
I'm 62, not quite an old fart, but not far off, but I'm a lunatic enthusiast in many directions. I've been thinking of late about either attracting a younger person to assist/inject new ideas etc, on a kind of apprenticeship level or whatever else might spring to mind.
I have tools and equipment.
It occurs to me that I might be able to help other 7 owners in my vicinity, or, as is being discussed on another thread, offer perhaps some space to younger owners of 7s or those thinking about it.
Once I've had a good cathartic clearance in my workshop, I could make space for a couple of 7s or so, or 3, all things are possible. Younger blood around me might generate new ideas and be mutually beneficial.
My rent is cheap, so perhaps I could offer quite cheap garaging/workshop space.
But...how do we attract new blood, and locally?
Interestingly, I also have put-up/fold up marquees (good quality ones) that I used to use for airshows and when I hawked myself about the Uk selling aviation art. These could be put to some use perhaps. I have 4 such frames 3m x 6m, but only one set of decent panels and canopy (rats chewed the others up!)
How for example, would I go about discovering how many 7s there are in East Sussex and contacting those owners...presumably there's a listing available?
Anyway, just a daft idea, that at the very least might enthuse me more and might enthuse others?
Many will know about the A7 on top of the Cambridge University Senate House but I had not heard of the A7 that ended up hanging under the Kingsgate Bridge in Durham in the mid-1960s.
I was giving a talk about A7s at our local 41Club/Round Table this week when a young chap came up to me and showed me the picture. He was a student at Durham fairly recently and had somehow heard of the event - though he didn't know what the car was until I told him.
I have a question for owners of 'Ulster'-type cars that have a hood (if there are any out there?). The windscreen has two lugs, pointing backward and the hood frame peak has two brackets with slots into which the lugs locate. How does the hood frame lock to the screen? I have examined my copies of Chris Gould's tract on constructing an ulster, Rincey Mills and Brian Purves, Source Book and am no wiser.
Is it that the windscreen wing nuts are loosened and the screen pushed backwards to press the lugs downwards when in the slots before then tightening the wing nuts again? Or should there be a lip or channel in the peak that the screen glass tucks into?
This is an interesting project. That (running!) American Austin 1931 roadster could be in the UK for £5000 & probably with all the spares
If the link works! Dam it didn't work!
Posted by: Tiggy - 08-02-2018, 10:20 AM - Forum: Events
- No Replies
Starts: 16-06-2018
Ends: 17-06-2018
Ashby Magna Midsummer Vintage Rally
16/17th June 2018
Holt Lane
Ashby Magna
Leicestershire
LE17 5NJ
The rally has been on the site for around 20 years now but prior to that it was at Highcross, Claybrooke, and was started by some very keen enthusiast's.
It attracts all ranges of people who wish to visit a more traditional event.
The weekend has all manor of attractions, from tractor displays, vintage & classic cars, full scale & miniature steam engines/lorries, fly fishing, working dogs, re-enactments, and much more.
The main arena see's the centre piece of the weekends events, where the displays take place. There is all sorts going on throughout the day, including the invitation steam, which gives the public the chance steer a full sized steam engine.
Saturday sees the 'famous auction' taking place!
Over the years thousands of items have been bought and sold. Previous years lots have included tractors, vehicles, engines, agricultural items and general items. 10.30am start, viewing on Friday & prior to the start
There is plenty to see and do for all ages, including a small fair, trade stalls and our craft tent. There is an array of food outlets that cater for all food tastes and for when you just want to take 5 and relax with a cold refreshing alcoholic drink, pay a visit to the on site fully licenced beer tent.
But drink responsibly, and please don't drink and drive!.
Hi all, Steve D here from Brisbane Australia, long time reader, first time writer. I'm wondering if anyone can give me some pointers with an issue I'm having. I've recently rebuilt an A7 engine (2 bearing, oil jets, 30’ oversize) and it's letting too much oil past the rings. So much that it’s blowing a lot of blue smoke, fouling even the hottest of plugs, leaking out past sparkplug #2 and when I inspected the pots you can see the oil ponding on the top of the piston (see fig 1). Having the nickname of “old smokey” is not something I aspire to! I used the split skirt pistons that had been in there before the rebuild as they seemed fine, nice fit and no nasty marks. The bore was honed and I installed a new set of rings, one oil at the skirt's base and another oil ring and two compression rings up top (see fig 2). Before the rebuild there was no excessive smoke, the rebuild was due to a bottom end bearing failure. My theory is that oil is bypassing the bottom oil ring via the split in the skirt and to an extent the same for the upper oil ring as the blunting hole at the top of the split extends nearly to the top rail of the upper most oil ring (fig 3). The worst case scenario would be if the blunting hole aligned with the ring gap. In this case there is nothing to stop oil migrating from the inside of the piston to the 2nd compression ring. So, if the pistons are the same before and after the rebuild why is there a problem now? My theory is that because of the rebuild a greater volume of oil is being delivered to the crank and as a by-product more is being splashed up on to the cylinder walls. What could cause a greater volume of oil to be delivered; 1.New oil pump internals; 2.Cleaned out 90 years of gunk from the oil galleries; 3.Replaced what I thought were damaged oil jets but upon reflection I think they might have been deliberately closed off; and; 4.Replaced the spring and ball oil pressure release mechanism. The engine did not have oil baffles at the start and thus they were omitted for the rebuild. So my first question to the group is, does the above theory hold any weight or am I heading down the wrong track? If the above is true then is a good start to install a set of oil baffles between the block and crankcase? Or maybe I should try to lower the oil pressure by backing off the adjusting screw? Cold starts shows 20psi, hot running is regularly 15psi and this is way in excess of the 1psi noted in Austin 7 companion. Any suggestions would be most welcome.
